What is a code P1416 mean? Does anyone know how much that will cost to fix?

 

It's indicating that something is wrong with Bank 2 on your AIR injection system. Is it an H or C code?

Here's what my maintenance DVD says on it;

Circuit Description
An AIR pump is used on this vehicle in order to lower the tail pipe emissions on start-up. The PCM supplies a ground to the AIR pump relay, which energizes the AIR pump.

The PCM monitors the HO2S voltages to diagnose the AIR system.

During the AIR test, the PCM activates the AIR pump during closed loop operation. When the AIR is activated, the PCM monitors the HO2S voltages and short term fuel trim values for both banks of the engine. If the AIR system is operating properly, the HO2S voltages should go low and the short term fuel trim should go high.

If the PCM determines that the HO2S voltages for both banks did not respond as expected during the tests, DTC P0410 sets. If only one sensor responded, the PCM sets either a DTC P1415 or P1416 to indicate on which bank the AIR system is inoperative.

Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351-P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441 and HO2S DTCs are not set.
The engine is running for greater than 2.0 seconds.
The maximum air flow is 22 g/s.
The Air Fuel ratio is 14.7:1
The engine load is less than 40 percent.
The ignition voltage is greater than 11.7 volts.
Engine is not operating in Power Enrichment, Decel Fuel Shut-off, or Catalyst Over-temperature Modes.
The engine speed is greater than 600 RPM.
The ECT is greater than 80°C (176°F) but less than 110°C (230°F).
The IAT is greater than -10°C (-14°F).
The fuel system is operating in fuel trim cells 1, 2, 4, 5, or 6
Conditions for Setting the DTC
The HO2S voltage does not go below 222 mV for 1.2 seconds.

OR

The short term fuel trim does not change more than a predetermined value.

Action Taken When the DTC Sets
The PCM illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
The PCM turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
Diagnostic Aids

Important
Remove any debris from the PCM\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A . Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.

Carbon build up in the exhaust manifold may restrict the amount of air flow necessary to affect the HO2S voltage. If this is suspected, remove the air pipe from the manifold and inspect the passage.
Using the Freeze Frame and/or Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data can help determine how many miles since the DTC set. The Fail Counter and Pass Counter can also help determine how many ignition cycles the diagnostic reported a pass and/or a fail. Operate vehicle within the same freeze frame conditions (RPM, load, vehicle speed, temperature, etc.) that you observed. This isolates when the DTC failed.
For an intermittent condition, refer to Symptoms

 

what does it cost to fix....I believe it was an H code...what id the differences in H or C code?

 

I don't have any experience with this one, so hopefully someone that does will post in. It looks like they are leaning towards a blockage or air is not being injected into the passenger exhaust manifold. You could unbolt the AIR connector at the exhaust manifold and see if it's plugged and also if air is being pumped out of the line that goes to the exhaust manifold. Check this during initial start as the AIR system only operates for like the first 15 minutes after starting the car.

 

An H is good news, it means that it is a "H"istory code and not a "C"urrent code. Something may have hiccupped and caused the PCM to set the code but it didn't reoccur. I would ignore it but monitor your codes closely for awhile… And also keep an eye out on this thread in case I'm wrong!

 

Thanks you have been very helpful.....have a great day.

 

Anytime!

 

Bank 2 only is typically an indication of a problem with the system check valve for the passenger, which unfortunately, is behind the intake. Since this test is only run on cold start, it may crop up again.

 

Do you know how much it cost to fix if I have to do it i the future?

 

Thanx for posting!

 

My car was throwing this exact same code when I first bought the car after all the reading and talking to people this is the problem they pinpoint. The check valve itself is inexpensive but to remove the intake manifold to get to it can be a PITA. Remove cats and dyno tune can also fix the problem and that's what I did. Best of luck

 

I think I read somewhere that someone had success by disconnecting a hose upstream of the check valve and squirting in some WD-40 then starting the car to blow the WD-40 into the valve and ultimately loosening it up.

What the heck, I'd give it a shot!!! I think I would disconnect the exhaust manifold hook-up though.

 

I don't think it'll do any harm running the car like that just annoying check engine light staring at your face Give it a shot and keep us posted

 

If the check valve is stuck open, exhaust gases could get into the air pump and fill it with soot. I wouldn't sit on this for too long.

I had P0492, had the dealer replace both check valves, cost over $400. I wish I'd read the cleaning instructions on this forum first. Search C5 Tech for "check valve" (include the quotes!) and you'll find it.

 

If your not getting a check engine light I wouldn't worry about it. But if you are this may help.

http://forums.corvetteforum.com/show....php?t=1646642

 

The AIR system's self diagnostic test is actually done after the car has warmed up some per the conditions below. The AIR system does run during cold start, but the self diagnostic test is not done during warm-up.

Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351-P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441 and HO2S DTCs are not set.
The engine is running for greater than 2.0 seconds.
The maximum air flow is 22 g/s.
The Air Fuel ratio is 14.7:1
The engine load is less than 40 percent.
The ignition voltage is greater than 11.7 volts.
Engine is not operating in Power Enrichment, Decel Fuel Shut-off, or Catalyst Over-temperature Modes.
The engine speed is greater than 600 RPM.
The ECT is greater than 80°C (176°F) but less than 110°C (230°F).
The IAT is greater than -10°C (-14°F).
The fuel system is operating in fuel trim cells 1, 2, 4, 5, or 6